Method of controlling air-ships.



No. 897,666. PATENTED SEPT. 1, 1908. M. SUHIAVONB.

METHOD OF CONTROLLING AIR SHIPS.

APPLIOATION FILED JUNE 20, 1907.

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N. v a. PATENTED SEPT.1 1908.

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METHOD OF CONTROLLING AIR SHIPS.

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METHOD OF CONTROLLING AIR SHIPS.

APPLICATION FILED JUNE 20, 1907,

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No. 897,666. PATENTED SEPT. 1, 1908. M. SCHIAVONE.

METHOD OF CONTROLLING AIR SHIPS.

APPLIOATIOI TILED JUNE 20, 1807.

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No. 897,666. PATENTED SEPT. 1, 1908. M. SCHIAVONE.

METHOD OF CONTROLLING AIR SHIPS.

APPLICATION FILED JUNE 20, 1907.

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No. 897.666. PATENTED SEPT. 1, 1908. M. SCHIAVONE.

METHOD OF CONTROLLING AIR SHIPS.

APPLICATION FILED JUNE 20,1907,

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N0- 89'7,666. PATENTED SEPT. 1, 1908 M. SOHIAVONE.

METHOD OF CONTROLLING AIR SHIPS.

APPLIUATION FILED JUNE 20, 1907.

7 SHEETS-SHEET I.

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MARIO SCHIAVONE, OF FERRANDINA, ITALY.

METHOD OF CONTROLLING AIR-SHIPS.

Specification of Letters Patent.

Patented Sept. 1, 1908.

Original application filed July 30, 1906, Serial No. 328,376. Divided and this application filed June 20, 1907. Serial No. 379,822.

To all whom it may concern:

Be it known that I, MARIO SenIAvoNE, a subject of the King of Italy, residing at the town 01 Ferrandina, Province of Potenza, Italy, have invented. certain new and useful Improvements in the Method of Controlling Air-Ships, of which the following is a specification.

My improvements relate to the class of air vehicles in which the buoyancy of a confined gas of relatively light s )ecific gravity is utilized in sustaining and floating the apparatus as a whole in the atmos )here; and )articular] y to vehicles of this c ass in which a plurality of aerostats or floats are incorporated in a common structure, supporting means for repulsion, &c.

Tiis application is a sub-division of my concurrent application Serial No. 328,376 filed July 30th, 1906, in which I claim certain specific features in the construction and arrangement of apparatus herein shown and described, whereas the present invention has reference more particularly to the method of controlling the apparatus and. rendering it dirigiblc.

By my invention I attain a dirigible selfbuoyant air vehicle which is practically ermanent in character in that after it is uly prepared and charged with the buoyant medium, it may be navigated and controlled indefinitely without impairin the original supply of buoyant gas, Wl'llll is retained intact. In other words the available lifting capacity of the vehicle remains constant, while at the same time the inclination of the vehicle with relation to the horizontal may be varied and controlled in such manner as to guide and steer it in any desired direction or altitude. I am enabled to accomplish this desideratum, and at the same time disense with steering ap aratus and ballast as lieretofore known anr used. in the art, by varying the relative specific density of the ends of the floats by means of compressed air introduced into or released from end comartments in said floats, said compartments lieing separated from the lifting medium by flexible diaphragms, whereby the weight of the apparatus may be increased or diminished and its ends tilted downward or upward to cause it to descend or ascend at an inclination to the horizontal, and its center of gravity so varied as to use centripetal force in guiding it laterally in either direction in the atmosphere as hereinafter fully set forth.

I have herein shown my invention as utilized in conjunction with a twin lloat vehicle although I do not restrict mysel'l thereto, since the principle involved is applicable to a single elongated aerostat, or to any plural number thereof coupled rigidly together.

In the accompanying drawings, Figure 1, is a plan of a twin-float air ship embodying the essential features of my invention; Fig. 2, is a plan on a larger scale of the central platform and adjoining parts Fig. 3, is a section upon plane of line 3-3Fig. 2; Fig. 4, is a sectional elevation taken upon plane of line 44-Fig. 2; Fig. 5, is a sectional elevation taken between the twinfloats, showing one of the propellers Fig. 6, is a transverse section of one of the shellfloats upon an enlarged scale, illustrating the operation of displacing the atmospheric air therefrom; Fig. 7, is a sectional detail of the nipple on the under side of the shell Fig. 8, is atop view, and Fig. 9, a sectional view of one of the hatches with which each shell is provided; Fig. 10, is a sectional view of the so called bow end of one of the floats; Fig. 11, is a sectional view of the bow end diaphragm showing the connection for introducing hydrogen into the shell; Fig. 12, is an elevation of a plug suitable for closing the nozzle in the end of the diaphra m when the gas pipe is removed; Fi 1.3, is t 1e section of the stern end of a shell slowing the atmosphere expelling lining inflated, also showing the disk by which (lie lining bag is closed during the operation of inflation; Fig. 1.4, is a section of said closing disk sealed; Fig. 15, is a sectional view upon a larger scale through the joint by which the lining bag and closure disk are secured to the truncated end of the diaphragm; Fig. 16, is a cross section of the joint by which the edge of each diaphragm is secured permanently to its shield; Fig. 17, is a cross section of the joint by which the detachable apex-sections of the ends are secured to the shell Fi 1.8, is an elevation of the rear end of a shell s 0W- ing the truncated. end of the diaphragm together with a portion of the removable lining, and illustrating the method of withdrawing the lining from the shell through the closure disk; Fig. 19, is an elevation of said diaphragm as closed or throttled after the removal of the temporary lining; Fig. 20, is a sectional view of an end of the shell showing the diaphragm inflated to its fullest extent by compressed air.

In order to afford a clear understanding of my method of aerial navigation it will be necessary to show and describe in detail suitable apparatus which in the present case is id entical with that disclosed in my said. concurrent application Serial No. 328,376, hereinbefore referred to.

I11 the drawings A, A, represents twin aero stats or floats of equal size and shape; and identical in construction in every particular, so that the following description applies to both alike. Thus a, is an external shell or casing of relatively thin sheet metal, preferably aluminum on account of its low specific gravity, strength, ductility, and other well known inherent attributes which render it specially adapted for the purpose. This shell is formed with a cylindrical body having ends tapering to a point, to facilitate the displacement of air when the vehicle is propelled therethrough in either direction. While not necessarily limiting myself there to, the preferable and scientifically correct form of each end of the cylindrical shell is that of an ogival body, for the reason that this geometrical'form of end piece effects the displacement of atmosphere with the least possible resistance, since it facilitates the afflux of the external fluid molecules at the bow and stern irrespective of the direction of motion. In this connection it may be well to note that the terms bow ant. stern are here used mainly and relatively for purposes of convenience in description, since, as a matter of fact, after the air-ship is installed, charged with the buoyant medium, and ready for use as hereinafter set forth, the conditions are identical at each end of the vehicle.

By the use of ogival ends united by an intermediate body of cylindrical form I am enabled to obtain the maximum of volume and dis lacement with the minimum of superficia resistance. That is to say, the ends of the shell merge scientifically and correctly into a body of uniform prescribed diameter which is circular in cross section, and which therefore affords a maximum of area with a minimum of convex peripheral surfaee,the center of the circle coinciding with the longitudinal axis of the shell, so that by regulating and prescribing the length of its cylindrical body in accordance with the requirements any desired degree of displacement may be obtained with the least possible peripheral surface for a given volume of buoyant medium as compared with floats of ovoidal shape heretofore used.

The cylindrical body of the shell a, is preferably built up and composed of a series of annular sections a, which are externally convex in cross section. The ogival shaped ends a, are each built up in part of a continuation of the annular body sections a, decreasing gradually in diameter from the central cylindrical portion of the shell, and in part by a conical removable section a, of plain external surface. The outer edge of each of the last annular sections a", at the termination of the annular corrugation sections a, is not inturncd but is straight, and has secured to it hermetically an external Lshaped flange plate cr", Fig. 17. The inner edge of each removable section (H, has a corresponding L- shapcd llange plate a, secured to it in like m'ani'icr. The radially projecting members of these two L-shaped flange plates (0'', a, are bolted together to effect the attachment of the parts,-an annular gasket (t being first interposed between the opposed surfaces to insure an air-tight seal, as shown in Fig. 17.

Fitting within, and hermetically attached. to, the apex of each removable section a", is the conical flange 7), Fig. 10, of an end piece I), having an extension 11 projecting through the extreme end of the removable section a, to the outer end of which extension If, is socured an end. cap 0. The extension I), is hollow, being formed with a central chamber b closed at its outer end but opening into the removable section a, and having a lateral port 1), into which its and is secured the end of' a conduit pipe a, for the introduction of compressed air as hereinafter set forth. The extension b", of the end piece I), is also formed with abroad external annular flange 5, having semi-circular recesses, into which fit the ex tremities of the longitudinal members f, of the skeleton frame F, hereinafter descri ed said extremities of the longitudinal members f, f, of the skeleton frame being held in place by the band b which is screwed to the end piece I).

In the bottom of each metallic shell. a, and midway of its length is a mouth or nipple (1, closed normally by a screw ca 3 d, Fig. 7. At the top of each metallic shel l is a series of small hatches e, 6, arranged longitudinally and closed normally by hinged covers a, 0, held against suitable gaskets e 6 by screw bolts e e as shown in Figs. 8 and 9.

The longitudinal members f, f, of the skeleton frame F, conform closely to the external configuration of the shell (1, and consist of sections of aluminum tubing, the adjacent ends of which are united by coupling plates G, which also unite the adjacentends of the tubular sections f, also of aluminum, which constitute the laterally disposed bands or hoops of the skeleton frame work,said hoops encircling the shells and each fitting snugly within one of the depressions formed between adjoining annular sections a, of the corrugated portion of the shell a. These coupling plates G unite the longitudinal and transverse members or bands into a rigid cage or net completely embracing the shell a, to which cage or net they are in turn rigidly secured, not only by the attachment of the extremities of the longitudinal members f, f, to the end pieces I), of the removable sections a, as hercinbefore described, but also by means of numerous strapsf also preferably of aluminum, by which both the band sec tions j", and the longitudinal sections f, are secured directly to the shell a, at suitable intervals apart.

The two shells (1,, (L, are coupled. rigidly and permanently together and the several sections of the skeleton frame F, united into one integral structure by the cross bars or ties f and stay rods f The cross barsf", are of course preferably of aluminum tubing, the ends of the upper members being coupled to brackets h, (Fig. 4) secured to hoop sections f. The brackets 7i, for the lower cross bars are secured. both to the hoops sectionsf, and to the longitudinal sections f, of each shell cage. Some of the intermediate cross bars are in like manner coupled to cross brackets M, Fig. 2, secured both to the hoop sections f and to the longitudinal sections f, while the twin cross bars f f, Fig. 5, designed especially for the support of the propeller shaft bearings are coupled to hoop sections f, of each shell cage. The cross bars f, (Fig. 4) are reinforced by any suitable number and arrangement of stay rods f of any desired or well known construction, secured at their opposite extremities to the brackets to which the cage tubes are coupled, as above set forth.

Upon each propeller shaft J, is mounted one or more propellers j, of any desired or suitable construction. Each propeller shaft is driven by a motor K, connected therewith and situated upon a platform 7c, supported between cross bars of the skeleton frame F as will be seen by reference to Fig. 5. Electric motors are shown symbolically in the drawings as arranged to drive the propeller shaft at each end of the apparatus, but this is by way of illustration on y, as any desired type of motor may be employed for the purpose as ma be found most expedient. The propel er shafts are so arranged and mounted on the skeleton frames F, that their longitudinal axes coincide in a line identical with the axis of resistance of the twin-float air-ship. This longitudinal axis of both propulsion and resistance is of course midway between the longitudinal axes of the twinfloats, and sufficiently above the center of gravity of the a paratus as a whole to insure stability.

us, when the longitudinal axes of the floats are in the same horizontal plane the center of ravity will be in the same vertical plane, as, but below, said longitudinal axis of propulsion and resistance, a condition essential to stability whether the air ship is reposing horizontally, is in ascent or descent, or is travelin horizontally.

idway between the extremities of the apparatus and the propellers is arranged a central platform M, Figs. 2, 3, and 4, designed to hold ersons, engines, instruments &c., said p atform being supported by and upon the skeleton frame work in any suitable manner. This pflatform M is of light construction but su liciently strong to support power generating apparatus X, of some kind as well as an air compressor N, and an accumulator reservoir n, for supplying air under pressure through the pipes a, to the ends of the shells a. Both the compressor N and the pressure reservoir 07,, may be of any desired. type, and are indicated more or less syn'ibolically in the drawings, vhich show valves n interposed in each of the four pipes at, for the purpose of controlling the admission of compressed air to, or releasing it from the end compartments of the shell, as hereinafter set forth. To accomplish this in a simple manner these valves may be of the three Way type so that each end compartment may be put in communication either with the com nession tank a, or with the atmosphere; and said valves may be operated independently or simultaneously, either manually or by any well known mechanical expedient.

It will be seen that the weight of the entire extrinsic system is distributed as much as possible along between and below the longitudinal axes of the shell floats, thus favoring and rendering possible their elongation, relatively with respect to their volume or displacement, to such a degree that a minimum only of frictional contact and resistance is aiforded to the atmosphere. This result is also enhanced by the stability and rigidity of all the external parts, including the shells, themselves as well as the skeleton frame work, connections &c. Furthermore, the ogival ends of the shells, by effecting the displacement of the atmos here with the least possible agitation or c isturbance thereof, also contributes to the general effect in lessening the resistance to be overcome when the vehicle is in motion.

It will be observed that no provision is apparently made for ballasting or steering my air ship and certainly not by ordinary or well known means. Both of these results I attain in an entirely original manner by the use of compressed air in connection with compartments in the shells a, separated from the compartments therein containing the hydrogen gas or other buoyant medium. This feature of my invention is not however necessarily restricted to floats having rigid metallic shells or covers, since the principle involved may be advantageously applied to elongated, collapsible floats if desired, with practically the same results,the essential feature in this connection consisting in the use of compressed air, not only as ballast by reason of its density and greater specific ravity, but also for the pur ose of controling the specific gravity of t e gas which is employed as the buoyant medium in the float, substantially as hereinafter set forth. With this explanation I will proceed to describe special means shown in the accompanying drawings for effecting these desirable results in conjunction with. an air vehicle having floats consisting of rigid metallic shells, it being understood that I do not limit myself to this preferred structure.

Near each end of each shell a, is secured an internal diaphragm d, of flexible material of such size and shape as to flt and line snugly the interior surface of its end of the shell in the absence of compressed air between it and said surface. Each of these flexible collapsible partitions or diaphragms (Z9, may be compared to an ogival-shaped bag the open mouth of which is secured by its annular rim or edge to the shell by a hermetically sealed jointthus formii'ig a compartment (1, Fig. 20, at the extremity of the shell. Its function is to practically partition off and separate the body or central chamber of the shell from its particular end of the shell under certain conditions, although when fully collapsed into said end of the shell it constitutes simply a lining thereof as above intimated, while when expanded by the introduction of compressed air between it and the interior surface of its end of the shell it may be projected more or less beyond its sealed edge into the body or central chamber of the shell, and against the resistance of the buoyant medium therein contained. Each flexible diaphragm d", is preferably formed of layers of strong silk supported and united by intervening strata of rubber, so as to attain tenacity and flexibility and little weight. The edge of the diaphragm (1, may be permanently secured and sealed to the shell inv any manner desired, although the method shown. in Fig. 16, of the drawings is preferable. This consists in folding the edge d", of the bag over upon itself,-inserting an annular wire d, of aluminum in the fold, and then clamping the folded edge between two internal flanges a, and a, secured respectively to adjacent edges of two of the permanent annular sections of the shell body a, theextreme edge d, of the fold containing the annular aluminum wire (Z projecting externally from the joint as shown, to reinforce the fold against internal strain. The bases of the internal flanges a, and a, are soldered. or otherwise secured to the surfaces of their respective body sections Packing rings (1, d, of suitable material are interposed between the folded edge of the diaphragm cl", and the opposed surfaces of the flanges a, and a, before they are clamped together by screw bolts a, a, to insure a strong, compact and hermetically sealed joint. The outer edges of all four of the diaphragms d", are secured hermetically and permanently to the shell in this or a similar manner.

()ne of the flexible diaphragms (1, say for distinction the bow diaphragm, Fig. 11, is formed with a central disk (1 of leather or other suitable material in which is embedded and through which projects, a coupling pipe or nozzle (1, closed normally by a screw cap or plug (1, shown in Fig. 12. Both the bow and the stern diaphragms are formed in.tw0 parts,the one truncated main portion of, having its outer edge secured permanently to the shell as above described, and the other a detachable central section 0, which forms the cap or apex of the ogival diaphragm, see Fig. 20. A zone or band (Z of strong silk is sewed into the truncated portion of the rear diaphragm on the outer side (that which rests against the inner surface of the convergent end when the diaphragm is deflated) to which are attached at suitable intervals guiding loops or rings 61", through which is passed a strong flexible silk gathering cord to be used in throttling and closing this truncated portion. of the diaphragm for the purpose and in the manner hereafter described.

Provision may be made for attaching and detaching the central or apex-section a, of the diaphragm to or from the non-detachable truncated portion thereof by various mechanica'l expedients. In the drawings The object of making the diaphragms d 5 with a central detachable section a, is to provide for the introduction into the shell and the removal therefrom, of a temporary lining L, for the purpose of effecting the dis-' placement of the atmosphere from said shell and the introduction into it of the charge of hydrogen or other buoyant medium as hereinafter set forth, it being obvious that since the float has a rigid. non-collapsible shell it cannot be charged with the buoyant medium in the usual and well known manner applicable to collapsible balloons or floats. Hence I provide the temporary or displacing lining L, consisting essentially of a light flexible inu'iermeable bag of a shape and size approximating closely the internal surface of the shell within and against which it fits snugly when inflated therein. One end. of this temporary lining is convergent or ogival in shape to conform to the interior surface of the diaphragm d, at that end (the so called bow end, Fig. 10) of the shell when said dia- '(Fig. 15) each of the abutting edges of the phragm is retracted; the other end of the temporary lining is also convergent hut truncated (see Fig. 13), the open edge being i turned outward and having secured to it an annular wire l, of aluminum to facilitate its attachment to the truncated end of the diahragm d, at the other or so called stern end of the shell when the apex-section a', of said latter diaphragm is removed for this purpose. To the forward closed end of the removable lining L, is attacl'ied by an up ')!'0 priate means a flexible cable of any SUltl'l-Jlt) character. I, of a length sufficient to extend through the lining L, and shell a. In. the drawings the inner end of the cable is shown as secured to an eye piece 1, Figs. 10 and 18, attached to leather disks Z, Z, secured to the apex of the ogival end of the lining.

O is a disk of varnished silk or other impervious material attached at its edge to an annular rim or plate 0, of the same size as the annular wire 1, on the truncated end. of the tem )orary lining L.

The operation of charging a shell (1, with hydrogen or other buoyant medium is performed in the following manner. The end sections of the skeleton frame and the removable sections of the convergent ends of the shell being detached, the apex-sections a, are also detached from the non-detachable truncated portion of each of the diaphragms. The covers e, of the hatches e, at the top of the shell are opened and the cap d, is removed from the mouth or nipple d, at the bottom of the shell. The tem )orary lining L is then introduced into the s ell a, and spread over the lower half thereof, the outer surface of the under half being referably though not necessarily fastene temporarily to the op osed lower half of the shell so as to sprea out the lining in a semicircular or semi-cylindrical form as illustrated in Fig. 6,a flexible neck or conduit 1, protruding from the bottom of the lining havin been first passed through the nipple d, on t 1e underside of the shell 0. The truncated end Z, of the lining L and the closing disk 0 Fig. 14 are then attached to the truncated end of the rear diaphra In in place of the removed a ex-section a", t ereby closing and hermetica ly sealing the temporary lining,the onl other opening t ereto being through t e flexible neck or conduitl, which is now attached to a tube p for the introduction of compressed air. A flexible metallic cable, chain or equivalent R is introduced throu h one of the hatches at one extremit of tie shell, passed lon 'tudinally over t e deflated lining through oops provided for the urpose so as to rest thereon centrally and t en out of one of the hatches at the other extremit of the shell. Compressed air is now admitted throu h the tube p, and inflates the lining gra uall the weight of the cable It resting longitu nally upon the centrai. portion of the upper side of the lining tending to render the inflation bilaterally symmetrical and uniform as indicated by the dotted lines in Fig. (i, so that the lining is distributed evenly andsmoothly over the inner surface of the shell, thus facilitating the inllation and. avoiding kinks or folds in the lining that .migl'it strain it unduly in )arts or )rcvent its completely filling the interior ol the shell, which. essential in order that the atn'iosplu-irc may be entirely expelled therefrom through the open hatches c.

When the inflation is near] y completed the cable It is withdrawn through one ol the hatches. When the inllatioi'i, is fully completed so that the outer surface of the lining fits snugly against practically the whole interior surface including the concavities of the annular sections of which the body of the shell is composed as well as the interior surfaces of the collapsed dia )hragms d" d", at

the ends thereof, the flexib c neck or conduit 1, is closed in any suitable manner, as by tying or throttling it with a cord and then thrusting it into the shell through the mouth or nipple d, which is then closed by the screw cap (1. The hatches c, are then closed, the apex sections a, attached to the forward diaphragm and the plug or cap d, is removed from the coupling pipe or nozzle (1, in the leather disks at the apex of the bow diaphragm d, and the end of a ipe S screwed into the nozzle d said tube communicating with a supply of h drogen or other buoyant medium. The dis 0 closing the truncated end of the lining ba L, is then slit 0 en and the free end of the flexible cable withdrawn through the opening and attached to a Windlass or other device by means of which the lining bag L may be caused to revolute upon itself, or be turned outside in. In other words the temporary lining is radually but forcibly withdrawn through t e truncated end of the rear diahragm bringin the contained air (which has been reduce to atmospheric pressure by the slitting of the disk 0) with 1t, while at the same time hydrogen or other buoyant gas is admitted to the shell through the i e to fill the space in the shell (1, vacate li y the lining ba L, and its contents.

When the linin L has been entirely retracted and Wltllt rawn from the shell and the truncated end of the rear diaphragm, the latter is tightly closed by means of the gathering or throttling cord t, which is then securely tied as indicated in 19, thereby effectually cutting off communication be tween the interior of the shell and the lining bag L. Under these conditions the latter can with safet be detached from the truncated end of t e diaphragm and the removable apex-section a, of the diaphra m replaced and hermetically sealed t ereto, after which the cord t may be loosened.

The pipe S being now disconnected from the coup ing nozzle (1, in the diaphragm at the other end of the shell, and replaced by the cap or plug d, the removable sections of the shell and of the skeleton frame at both extremities of the shell may be replaced and secured in .osition. The compressed air pipes n, n, eading to the hollow end pieces l), at each extremity of the shell, if of flexible material as is preferable adapt themselves to the dismounting and remounting of the detachable sections a, of the convergent ends of the shell, otherwise they are provided with special cut off valves g, at or near said detachable sections a, and are disconnected between said valve 1, and the accu- Inulator reservoir a, during the operation of charging the shells with the buoyant medium as above described.

The main function involved in the use of the lining bag L, being to effect the dis )lacement of the air within the rigid non-collapsible metallic shell a, it is obvious that if it were inflated with the buoyant medium in lieu of the compressed air it might be retained as a permanent lining, the principle objection to this being the added weight of the lining ba L itself which it is obviously desirable todispense with. If desired however as a permanent lining, in such case of course, both ends of the bag L could be closed and of the same shape as the bow end herein described and shown, but in other respects, since the lining L would fit and com gletely conform to the interior surfaces of the ia hragms d", d, as well as to that of the she I a, the effect of the introduction of compressed air into, or its release from the com partments d, d, would be identical with that herein set forth, the only difference being that the diaphragms would act through the linin L against the buoyant medium instead 0 being in direct contact therewith.

Both of the shells a, (1, having been thus charged with a buoyant gas, communication having been established between the c0mpressed air accumulator or reservoir n, and the diaphra m chambers d, d, in the ends of said shells, and the "apparatus otherwise prepared for use (it being understood that the aggregate weight of the apparatus must necessarily be less than the weight of the atmosphere displaced by it). the density of the buoyant medium and the'specific gravity of the apparatus is regulated and controlled. by means of compressed air introduced into or'released from the said chambers d, d, from the reservoir n, through the medium of the valves n, and tubes 'n ,the valves n*, being three way valves as hereinbefore described, or provision being otherwise made for introducing the compressed air into and releasing it from the com artments d d. In this connection it must e borne in mind that the compressed air is condensed. from the atmosphere only as wanted, the reservoir n, supplied by the air compressor N, when necessary, being designed simply to act as a compensator in. which the pressure will be practically uniform, and to maintain only a suitable margin or surplus of compressed air for immediate use, it being inexpedient to carry any considerable quantity of com- )I'OSSOtl air on account of its weight. Owing however to this very fact that its specific weight is necessarily greater than that of the atmosphere from which it is drawn and condensed it is available as ballast when introduccdv into the colnpartments d, cl, as well as for the purpose of com )rcssing or regulating the density of the hydrogen or other buoyant medium by the compression of the same within. the central OllfldnlllcFS' of the floats. In T act for that matter the compartments (1, (1, might be separated from the central compartment containing the buoyant medium by stationary rigid diaphragms, instead of the 'llexible diaphragms d, shown and described, in which case, while there would be no alteration in the density of the buoyant medium, the compressed air admitted to or released. from the compartment (1, (1, would act as ballast to increase or diminish the specific gravity of the apparatus. Thus by the use of the air compressor and connections in conjunction with the end compartments (1, d, in the floats a, I. am en bled to utilize the surrounding atmosphere not only as a means by which the density of the buoyant medium may be varied, but also as an inexhaustible sup ly of ball ast which. may be taken aboard. or ischarged at will. By the use of flexible diaphragms d, d", fitting when collapsed snugly into the convergent ends of the shells a, a, the full capacity of the latter is rendered available for the buoyant medium, while the limit of altitude to be attained with safety is determined by the area and capacity of the compartments d, (1, when the diaphra ms are inflated to their fullest extent as il ustratcd in Fig. 20. In other words the capacity of the compartments d, d, prescribe the quantity OfCOlDlJl'GSSOd air which may safely be forced into said compartments, and hence the degree of density to which the buoyant medium may be reduced as well as the amount or weight of ballast which may be acquired from the atmosphere.

The compressed air is used to. trim the ship and. lceei the longitudinal axes of the two floats A, in the same horizontal plane. That is to say any slight variation of the center of gravity from the prescribed point .may be compensated for by the introduction of compressed air into one or more of the end compartments (1, to counterbalance any excess of weight at any part of the apparatus thus insuring and maintaining the perfect alinement of the vehicle in ascending or deseending or traveling in a straight line in either direction in a horizontal plane.

When it is desired, to steer the vehicle laterally in either direction compressed air is added to the float on the side on which it is desired to have the vehicle turn thus shifting the center of gravity temporarily to that side of the apparatus and utilizing the centripetal force in renderin g the vehicle lirigible in horizontal curvilinear directions--the vertical. movement of the vehicle being ellected and controlled by the introduction into or release from, each end compartment (1, of an equal quantity of compressml air. It will thus be seen that steering mechanism. in the ordinary sense of the term is dispensed. with, the vehicle being rendered dirigiblc in any and all directions by simply regulating and varying the amount of compressed air in. the several end compartments d. Fll1tll01'l11OI'O, this :an be accomplished in. the most accurate and. delicate manner since the apparatus is instantly responsive to any change or modification in the supply or distrilmtion of the compressed air, so that very slight variations in altitude or direction may be easily attained by the introduction or release of comparatively small quantities of compressed air slowly into or from the end compartments (1, or if so desired, as in case of emergency a practically instantaneous and radical change may be effected in altitude or direction, or both, by the injection into, or release from said end compartments of relatively lar e quantities of compressed air.

feature of my system of rendering the apparatus dirigible both vertically and horizontally by the use of compressed air is the element of safety involved, for the reason that the hydrogen. or other buoyant medium and the compressed air are both positively inclosed and. controlled in rigid structures which if properly made and proportioned to withstand the internal and. external pressure to which they are designed. to be subjected can neither collapse nor burst asunder,the only flexible parts subject to strain being the diaphragms (l interposed between the hy drogen or other buoyant gas and. the compressed air. As however the pressure of compressed air on one side of each diaphragm is neutralized by the resistance of the buoyant gas on the other side thereof, it is obvious that there is little or no danger of the rupture of a dia )hragm during ordinary conditions of use. F urthermore the cl'nrge of hydrogen or other buoyant gas is positively confined within prescribed. limits and fixed in charac ter, so that the available lifting capacity of the apparatus cannot deteriorate below a prescribed and pro-determined degree.

The fact that each end compartment is entirely independent of each and all the other end compartments, and that each is controlled independently, enables me to manipulate and control the apparatus with precision, and with. practically lnstantaneous re sults. In. fact, owing to the use of the flexible diaphragms between the central chambers containing the buoyant gas and the end con'i'partments for compressed air, the general center of gravity may be shifted and the inclination of the apparatus varied within any desired. limits coi'isistcnt with safety, by varying and controlling the relative proportions of compressed air in the several end com'partn'icnts.

What ll. claim as my invention and desire to secure by .lictters latent is,

II. In aeronautics, the method herein set forth of controlling and changing the axial inclination. of an elongated float consisting in increasing or diminishing the weight of one portion of the float with relation to another portion thereof by intrmlucing compressed air into or releasing it from an end compartment in the float separated by a hermetically sealed flexible transverse diaphragm from the compartment of the float containing a buoyant material composed of a gas lighter than the atmosphere, whereby the cmnpressed air is not only utilized as ballast but also for the purpose of navigation, substantially as forth.

3. In aeronautics, the method herein set forth of cmitrolling and changing the axial inclination of an elongated float, consisting in increasing or din'iinishing the weight of portions of the float with relation to other portions thereof by introducing compressed air into or releasing it from end compartments in the float separated by hermetically sealed flexible transverse diaphragins from the compartment of the float containing a buoyant medium composed of a gas lighter than the atmosphere, whereby the compressed air is not only used as ballast but also for the purpose of navigation, substantially as set forth.

3. I11 aerostatics, the method herein set forth of controlling and navigating air ships, consisting in independently introducing compressed air into or releasing it from either one or both. float end. compartments separated by hermetically sealed diaphragms from a central compartment containing a gas lighter than the atmosphere.

4. In aeronautics, the method herein set forth of controlling and changing the inelination of air ships, consisting in introducing compressed air into or releasing it from the float end compartments separated by hermeticallysealcd flexible diaphragms from a buoyant material composed of a gas lighter than the atmosphere, whereby the compressed air is not only used as ballast but also for the purpose of navigation, substantially as set forth.

5. In aerostatics, the method herein set forth of controlling and navigating air ships 

